US10214296B2 - Architecture of a multi-engine helicopter propulsion system and corresponding helicopter - Google Patents

Architecture of a multi-engine helicopter propulsion system and corresponding helicopter Download PDF

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US10214296B2
US10214296B2 US15/128,063 US201515128063A US10214296B2 US 10214296 B2 US10214296 B2 US 10214296B2 US 201515128063 A US201515128063 A US 201515128063A US 10214296 B2 US10214296 B2 US 10214296B2
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turboshaft engine
engine
helicopter
standby
power
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US20170096233A1 (en
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Fabien Mercier-Calvairac
Sophie Humbert
Stephane BEDDOK
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Safran Helicopter Engines SAS
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Safran Helicopter Engines SAS
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/04—Helicopters
    • B64C27/12—Rotor drives
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/04—Helicopters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D35/00—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions
    • B64D35/08—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions characterised by the transmission being driven by a plurality of power plants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D41/00—Power installations for auxiliary purposes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/26—Starting; Ignition
    • F02C7/262—Restarting after flame-out
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/26—Starting; Ignition
    • F02C7/268—Starting drives for the rotor, acting directly on the rotor of the gas turbine to be started
    • F02C7/275—Mechanical drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/36—Power transmission arrangements between the different shafts of the gas turbine plant, or between the gas-turbine plant and the power user
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
    • F02C9/26—Control of fuel supply
    • F02C9/42—Control of fuel supply specially adapted for the control of two or more plants simultaneously
    • B64D2027/026—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/026—Aircraft characterised by the type or position of power plants comprising different types of power plants, e.g. combination of a piston engine and a gas-turbine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/30—Application in turbines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/30—Application in turbines
    • F05D2220/32—Application in turbines in gas turbines
    • F05D2220/329—Application in turbines in gas turbines in helicopters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/50—Application for auxiliary power units (APU's)
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/70—Application in combination with
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/70—Application in combination with
    • F05D2220/76—Application in combination with an electrical generator
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft
    • Y02T50/671—

Definitions

  • the invention relates to an architecture of a propulsion system of a multi-engine helicopter, in particular a twin-engine or three-engine helicopter, and to a helicopter comprising a propulsion system having an architecture of this kind.
  • a twin-engine or three-engine helicopter has a propulsion system comprising two or three turboshaft engines, each turboshaft engine comprising a gas generator and a free turbine which is rotated by the gas generator and is rigidly connected to an output shaft.
  • the output shaft of each free turbine is suitable for inducing the movement of a power transmission gearbox (referred to in the following by the abbreviation PTG), which itself drives the rotor of the helicopter which is equipped with blades having a variable pitch.
  • PTG power transmission gearbox
  • Each turboshaft engine is generally equipped with a starter-generator for the initial start-up of the turboshaft engine and also for supplying power to the low DC voltage onboard network (referred to in the following by the abbreviation OBN) during flight.
  • the OBN is generally connected to a device for storing low-voltage electricity, for example a 28-volt storage battery.
  • OBN is also supplied with power via an auxiliary power unit (APU) and via an AC/DC converter.
  • APU auxiliary power unit
  • the turboshaft engines operate at low power levels, below their maximum continuous output (hereinafter MCO).
  • MCO maximum continuous output
  • the power provided by the turboshaft engines during a cruise flight can be less than 50% of the maximum take-off output (hereinafter MTO).
  • SC specific consumption
  • turboshaft engines In order to reduce this consumption during cruise flight (or during holding on the ground for example), it is possible to stop one of the turboshaft engines and to put it into a mode known as standby.
  • the active engine or engines then operate at higher power levels in order to provide all the necessary power, and therefore at more favourable SC levels.
  • “economical flight phase” will denote a flight phase during which at least one turboshaft engine is in standby mode
  • “conventional flight phase” will denote a flight phase during which none of the turboshaft engines are in standby mode.
  • FR1151717 and FR1359766 the applicants proposed methods for optimising the specific consumption of the turboshaft engines of a helicopter by the possibility of putting at least one turboshaft engine into a stable flight mode, referred to as continuous flight mode, and at least one turboshaft engine into a particular standby mode that it can leave in emergencies or in a normal manner, according to need.
  • a transition out of the standby mode is referred to as ‘normal’ when a change in the flight situation requires the turboshaft engine in standby to be activated, for example when the helicopter is going to transition from a cruise flight situation to a landing phase.
  • a normal transition out of standby mode of this kind occurs over a period of between 10 seconds and 1 minute.
  • a transition out of the standby mode is referred to as an ‘emergency’ when a there is a power failure or a power deficit in the active engine, or when the flight conditions suddenly become difficult.
  • An emergency transition out of standby mode of this kind occurs over a period of less than 10 seconds.
  • a turboshaft engine leaves a standby mode and transitions from an economical flight phase to a conventional flight phase for example by means of an emergency assistance device that comprises incandescent “glow-up” spark plugs as a near-instantaneous ignition device, supplementing the conventional spark plugs, and a propellant cartridge that feeds an auxiliary micro-turbine as a mechanical means for accelerating the gas generator of the turboshaft engine.
  • an emergency assistance device that comprises incandescent “glow-up” spark plugs as a near-instantaneous ignition device, supplementing the conventional spark plugs, and a propellant cartridge that feeds an auxiliary micro-turbine as a mechanical means for accelerating the gas generator of the turboshaft engine.
  • Such a device for restarting the turboshaft engine in standby has the disadvantage of substantially increasing the total weight of the turboshaft engine.
  • the benefit in terms of fuel consumption obtained by placing the turboshaft engine in standby is thus partly lost by the excess weight brought about by the restart device, in particular when each turboshaft engine is equipped with an emergency restart device of this type.
  • the inventors have thus sought to solve problems which are incompatible a priori, namely the possibility of placing the helicopter in the economical flight phase, i.e. of placing at least one turboshaft engine in standby, without increasing the weight of the overall propulsion system too much but whilst also allowing the OBN to be supplied with electrical power.
  • the inventors have sought to propose a new architecture of the propulsion system of a twin-engine or three-engine helicopter.
  • the invention aims to provide a new architecture of the propulsion system of a multi-engine helicopter.
  • the invention also aims to provide an architecture of a propulsion system of a multi-engine helicopter which allows a turboshaft engine to be placed in standby and allows the quick restart thereof.
  • the invention also aims to provide, in at least one embodiment of the invention, an architecture of a propulsion system which has a mass and a volume which are acceptable for being installed in a helicopter.
  • the invention also aims to provide, in at least one embodiment of the invention, an architecture of a propulsion system which has a lower cost than the architectures from the prior art that have the same performance.
  • the invention relates to an architecture of a propulsion system of a multi-engine helicopter, comprising turboshaft engines that are connected to a power transmission gearbox (referred to in the following by the abbreviation PTG), and comprising a low DC voltage onboard network (referred to in the following by the abbreviation OBN) for supplying power to the helicopter equipment during flight.
  • a power transmission gearbox referred to in the following by the abbreviation PTG
  • OBN low DC voltage onboard network
  • a hybrid turboshaft engine is a turboshaft engine that is configured so as to be able to be placed, on demand and voluntarily, in at least one predetermined standby mode that it can leave in a rapid (also referred to as emergency) or normal manner.
  • a turboshaft engine can only be in standby mode during a stable flight of the helicopter, i.e. when no turboshaft engine of the helicopter has failed, during a cruise flight situation when it is progressing in normal conditions.
  • Leaving the standby mode consists in changing the turboshaft engine into a mode for accelerating the gas generator by means of driving in a manner that is compatible with the leaving mode required by the conditions (normal standby-leaving mode or rapid (also referred to as emergency) standby-leaving mode).
  • the architecture of a propulsion system of a multi-engine helicopter according to the invention has just one hybrid turboshaft engine that is capable of operating in a standby mode.
  • the architecture according to the invention is therefore asymmetrical and has just one hybrid turboshaft engine.
  • An architecture according to the invention thus minimises the number of components by providing that just one turboshaft engine can be put in standby mode. Only the hybrid turboshaft engine is equipped with an electrotechnical restart pack, thus limiting the total weight of the propulsion system.
  • the architecture provides two sources of electrical power for the OBN.
  • the architecture therefore has redundancy in the electrical power generation for supplying power to the OBN, meaning that a possible failure of the first power source for the OBN is compensated for by the second power source.
  • said electrotechnical pack for quick restart is a high-voltage pack, and a low voltage-high voltage converter is arranged between the OBN and the restart pack.
  • a high-voltage pack makes it possible to achieve a quick restart of the turboshaft engine.
  • a low voltage-high voltage converter is arranged between the low-voltage OBN and the restart pack in order for it to be possible for the OBN to supply power to the restart pack.
  • said sources of electrical power for said OBN are selected from the group comprising:
  • each generator and said auxiliary power unit are capable of providing an AC voltage of 115 volts, and said associated converter is capable of converting said 115-volt AC voltage into a DC voltage of 28 volts.
  • a first electrical power source is a generator that is arranged between the PTG and the OBN and associated with an AC-DC converter
  • a second electrical power source is a starter-generator that is arranged between a non-hybrid turboshaft engine and the OBN.
  • the hybrid turboshaft engine is in standby and the other turboshaft engine provides the necessary power to the PTG.
  • the electrical generation of the OBN is made reliable by the redundancy of the starter-generator on the non-hybrid turboshaft engine and of the generator that is arranged on the PTG and associated with the AC-DC converter.
  • the hybrid turboshaft engine is emergency restarted by means of the electrotechnical restart pack. Even though the non-hybrid turboshaft engine has stopped, the supply of power to the OBN is ensured by the generator that is arranged on the PTG and associated with the AC-DC converter.
  • the restart pack further comprises a device for storing high-voltage electrical energy, which is capable of accumulating electrical energy from the OBN during said nominal mode of said hybrid turboshaft engine, making it possible to provide mechanical power to the power transmission gearbox, and which is capable of providing, on demand, the accumulated electrical energy that is required for said hybrid turboshaft engine to leave standby mode.
  • turboshaft engine in standby is thus restarted by means of the high-voltage energy storage device which is arranged between the turboshaft engine and the low voltage-high voltage converter.
  • said restart pack is capable of providing, when said hybrid turboshaft engine is in the standby mode, electrical energy for keeping said hybrid turboshaft engine in a predetermined standby mode.
  • a turboshaft engine comprises, as is known, a gas generator and a free turbine that is supplied with the gases from the gas generator.
  • the gas generator comprises a shaft and a combustion chamber that is supplied with fuel.
  • the standby mode can be one of the following modes:
  • the quick restart pack comprises an electrical machine that is capable of restarting said turboshaft engine when leaving standby in normal conditions, and a device for leaving standby that is capable of restarting said turboshaft engine when leaving standby in emergency conditions.
  • the electrotechnical restart pack comprises an energy storage device, an electrical machine and a device for leaving standby in an emergency.
  • This device for leaving standby in an emergency can be an electrotechnical, pyrotechnic, pneumatic or hydraulic device.
  • a mode for leaving standby in an emergency is a mode in which the combustion chamber is ignited and the shaft of the gas generator is brought to a speed of between 80 and 105% within a period of less than 10 seconds following an order to leave standby.
  • a mode for leaving standby normally is a mode in which the combustion chamber is ignited and the shaft of the gas generator is brought to a speed of between 80 and 105% within a period of between 10 seconds and 1 minute following an order to leave standby mode.
  • the invention also relates to a helicopter comprising a propulsion system, characterised in that said propulsion system has an architecture according to the invention.
  • the invention also relates to an architecture of a propulsion system of a multi-engine helicopter, and to a helicopter equipped with a propulsion system having an architecture of this kind, characterised in combination by all or some of the features mentioned above or in the following.
  • FIG. 1 is a schematic view of an architecture of a propulsion system of a twin-engine helicopter according to an embodiment of the invention
  • FIG. 2 is a schematic view of an architecture of a propulsion system of a twin-engine helicopter according to a further embodiment of the invention
  • FIG. 3 a is a schematic view of the architecture from FIG. 1 during a conventional flight phase, in which all the turboshaft engines are operating in a mode for providing mechanical power,
  • FIG. 3 b is a schematic view of the architecture from FIG. 1 during an economical flight phase, in which one turboshaft engine is in standby mode,
  • FIG. 3 c is a schematic view of the architecture from FIG. 1 as the turboshaft engine in standby is leaving standby in a normal manner
  • FIG. 3 d is a schematic view of the architecture from FIG. 1 during a phase of leaving standby in an emergency following failure of the other turboshaft engine.
  • FIG. 1 is a schematic view of an architecture of a propulsion system of a twin-engine helicopter according to an embodiment of the invention.
  • This architecture comprises two turboshaft engines 1 , 2 that are connected to a power transmission gearbox 3 .
  • Each turboshaft engine 1 , 2 is controlled by its own inspection-control device, which is not shown in the drawings for reasons of clarity.
  • the architecture further comprises a low DC voltage 28-volt onboard network 7 intended for supplying current to various items of equipment of the helicopter, which are not shown in the drawings for reasons of clarity.
  • Each turboshaft engine comprises a gas generator and a free turbine that is rigidly connected to an output shaft rotated by the gas generator.
  • the output shaft of each free turbine is suitable for inducing the movement of the power transmission gearbox 3 (referred to in the following by the abbreviation PTG), which itself drives the rotor of the helicopter which is equipped with blades having a variable pitch.
  • the turboshaft engine 1 is a hybrid turboshaft engine that is capable of operating in at least one standby mode during a stable flight of the helicopter.
  • This standby mode is preferably selected from the following operating modes:
  • the architecture further comprises an electrotechnical pack 20 for quickly restarting the hybrid turboshaft engine 1 in order to bring it out of the standby mode and to reach a mode for providing mechanical power to the power transmission gearbox.
  • This pack 20 is a high-voltage pack that is arranged between the turboshaft engine 1 and the OBN 7 by means of a high voltage-low voltage converter 14 .
  • the electrotechnical quick restart pack 20 comprises an electrical machine 5 that is capable of restarting the hybrid turboshaft engine 1 when leaving standby in normal conditions (i.e. within a period of between 10 seconds and 1 minute following the order for the turboshaft engine 1 to leave standby).
  • Said pack also comprises a device 6 for leaving standby in an emergency that is capable of restarting the turboshaft engine 1 when leaving standby in emergency conditions (i.e. within a period of less than 10 seconds following the order for the turboshaft engine 1 to leave standby).
  • Said pack also comprises an energy storage device 15 which is capable of accumulating electrical energy provided by the OBN 7 when the hybrid turboshaft engine 1 is in standby, and which is capable of providing the electrical machine 5 and the device 6 for leaving standby with the electrical energy that is necessary for restarting the hybrid turboshaft engine 1 .
  • An architecture according to the invention further comprises two sources of electrical power for the OBN 7 .
  • the first source of power for the OBN 7 is a generator 16 that provides an AC voltage of 115 volts.
  • the generator 16 is arranged between the PTG 3 and the OBN 7 , and is associated with an AC-DC converter 17 .
  • the second source of power for the OBN 7 is a starter-generator 4 that provides a DC voltage of 28 volts and is arranged between the turboshaft engine 2 and the OBN 7 .
  • This starter-generator 4 is capable of ensuring the first start-up of the turboshaft engine 2 and of ensuring the supply of power to the OBN 7 during flight.
  • the first source of power for the OBN 7 is always the generator 16 that is arranged between the PTG 3 and the OBN 7 and associated with the AC-DC converter 17 .
  • the second source of power for the OBN 7 is an APU 18 that provides an AC voltage of 115 volts and is connected to said AC-DC converter 17 .
  • the starter-generator 4 of the architecture of FIG. 1 is replaced by a starter 40 of which the only function is to start up the turboshaft engine 2 .
  • Each architecture further comprises items of equipment 9 that are supplied with high-voltage AC current directly by the generator 16 or by the APU 18 .
  • Said architecture also comprises a low-voltage storage battery 8 .
  • FIGS. 3 a to 3 d the bold lines show the main power circuits (mechanical or electrical) that are active between the various members shown.
  • FIG. 3 a is a schematic view of the architecture from FIG. 1 during a conventional flight phase, i.e. a flight phase during which both turboshaft engines 1 , 2 provide power to the PTG 3 .
  • This is, for example, a take-off or landing phase, during which the helicopter needs to have available the total power of the engines.
  • the two power paths 21 , 22 that are active between the turboshaft engines 1 , 2 and the PTG 3 are shown schematically by bold lines in FIG. 3 a .
  • the supply of electrical power to the OBN 7 is made reliable by having two separate power supply circuits.
  • the first circuit 23 supplies power to the OBN 7 by means of the starter-generator 4 of the turboshaft engine 2 .
  • the second circuit 24 supplies power to the OBN 7 by means of the generator 16 that is associated with the AC-DC converter 17 .
  • FIG. 3 b is a schematic view of the architecture from FIG. 1 during an economical flight phase, i.e. a flight phase during which the turboshaft engine 1 is put in a standby mode such that only the turboshaft engine 2 provides power to the PTG 3 .
  • the supply of electrical power to the OBN 7 is made reliable by the two power supply circuits described in connection with FIG. 3 a .
  • the first circuit 23 supplies the OBN 7 by means of the starter-generator 4 of the turboshaft engine 2 .
  • the second circuit 24 supplies the OBN 7 by means of the generator 16 that is associated with the AC-DC converter 17 .
  • the standby mode of the turboshaft engine 1 is assisted by the electrotechnical pack 20 , which keeps the turboshaft engine 1 in a predetermined standby mode.
  • This assistance is shown schematically in FIG. 3 b by the circuit 25 .
  • This circuit comprises a low voltage-high voltage converter 14 that is arranged between the OBN 7 and the electrotechnical pack 20 .
  • FIG. 3 c is a schematic view of the architecture from FIG. 1 during a phase of restarting the turboshaft engine 1 when leaving standby normally.
  • the turboshaft engine 2 provides power to the PTG 3 .
  • the power path 22 is therefore active.
  • the power path 21 is being activated.
  • the electrical machine 5 ensures the start-up of the turboshaft engine 1 by using the energy stored in the energy storage device 15 .
  • the supply of power to the electrical machine 5 is shown schematically by the circuit 26 in bold in FIG. 3 c .
  • the supply of electrical power to the OBN 7 is made reliable by the two power supply circuits described in connection with FIGS. 3 a and 3 b .
  • the first circuit 23 supplies power to the OBN 7 by means of the starter-generator 4 of the turboshaft engine 2 .
  • the second circuit 24 supplies power to the OBN 7 by means of the generator 16 that is associated with the AC-DC converter 17 .
  • FIG. 3 d is a schematic view of the architecture from FIG. 1 during a phase in which the turboshaft engine 2 has been lost and the turboshaft engine 1 is being emergency restarted.
  • the turboshaft engine 2 has therefore failed and no longer provides any power to the PTG 3 .
  • the power path 22 is therefore inactive.
  • the power path 21 is being activated.
  • the device 6 for leaving standby in an emergency ensures the emergency start-up of the turboshaft engine 1 .
  • the activation of the device 6 for leaving standby in an emergency depends on the type of device used.
  • a device 6 of this kind for leaving standby in an emergency is, for example, the propellant device described in FR 1358996 in the name of the applicant.
  • the supply of electrical power to the OBN 7 is ensured by the second circuit 24 , which supplies the OBN 7 by means of the generator 16 .
  • the first circuit 23 no longer allows power to be supplied to the OBN 7 by means of the starter-generator 4 in the event of failure of the turboshaft engine 2 .
  • the architecture can comprise three turboshaft engines for the equipment of a three-engine helicopter, while operating in a manner that is mutatis mutandis identical to that described in connection with a twin-engine application.

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  • Combustion & Propulsion (AREA)
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US15/128,063 2014-03-27 2015-03-20 Architecture of a multi-engine helicopter propulsion system and corresponding helicopter Active 2036-02-06 US10214296B2 (en)

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FR1452651 2014-03-27
FR1452651A FR3019219B1 (fr) 2014-03-27 2014-03-27 Architecture d'un systeme propulsif d'un helicoptere multi-moteur et helicoptere correspondant
PCT/FR2015/050698 WO2015145042A1 (fr) 2014-03-27 2015-03-20 Architecture d'un systeme propulsif d'un helicoptere multi-moteur et helicoptere correspondant

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CN108791906B (zh) * 2018-06-04 2020-12-18 李江江 一种用于能精准调速的大型多旋翼飞行器中的动力系统
FR3082225B1 (fr) 2018-06-07 2020-06-05 Safran Helicopter Engines Systeme propulsif asymetrique a recuperation de chaleur
US11697505B2 (en) 2019-03-01 2023-07-11 Pratt & Whitney Canada Corp. Distributed propulsion configurations for aircraft having mixed drive systems
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FR3094961B1 (fr) * 2019-04-12 2022-08-26 Safran Helicopter Engines Installation propulsive hybride et procédé de commande d’une telle installation
US11859536B2 (en) * 2019-05-31 2024-01-02 Pratt & Whitney Canada Corp. Air system of multi-engine aircraft
US11486472B2 (en) 2020-04-16 2022-11-01 United Technologies Advanced Projects Inc. Gear sytems with variable speed drive
FR3114703B1 (fr) 2020-09-30 2023-07-07 Safran Conducteur électrique à refroidissement par matériau à changement de phase et son procédé de fabrication
FR3117148A1 (fr) * 2020-12-04 2022-06-10 Safran Procédé de mise à l’arrêt d’un moteur à turbine à gaz de turbogénérateur pour aéronef
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US11674456B1 (en) * 2021-12-02 2023-06-13 Pratt & Whitney Canada Corp. System and method of operating multi-engine system
US20230175437A1 (en) * 2021-12-02 2023-06-08 Pratt & Whitney Canada Corp. System and method of operating multi-engine system

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Publication number Priority date Publication date Assignee Title
US20210362869A1 (en) * 2018-05-18 2021-11-25 Safran Helicopter Engines Aircraft power architecture
US11988097B2 (en) * 2018-05-18 2024-05-21 Safran Helicopter Engines Aircraft power architecture
US11299286B2 (en) 2019-05-15 2022-04-12 Pratt & Whitney Canada Corp. System and method for operating a multi-engine aircraft

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WO2015145042A1 (fr) 2015-10-01
FR3019219B1 (fr) 2016-03-18
EP3123014A1 (fr) 2017-02-01
US20170096233A1 (en) 2017-04-06
FR3019219A1 (fr) 2015-10-02
EP3123014B1 (fr) 2020-02-26
CN106232475B (zh) 2019-07-26
CA2943153A1 (fr) 2015-10-01
RU2702377C2 (ru) 2019-10-08
PL3123014T3 (pl) 2020-07-27
KR20160138086A (ko) 2016-12-02
CN106232475A (zh) 2016-12-14
JP2017510746A (ja) 2017-04-13
CA2943153C (fr) 2022-05-03
RU2016139010A3 (zh) 2018-09-05
RU2016139010A (ru) 2018-04-27

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